Electric signaling system for railways.



,PATENTED-NOV. 5, 1907.

H. J. WARTHBN. ELECTRIC SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED JAN, 18. 1907.

4 SHEETS-SHEET 1 akbozuu No. 870,145. PATENTED .NOV. 5, 1907. H. J. WARTHEN.

4 SHEETSSHEET 2,

Snueufoz attozneg;

No. 870,145. PATENTBD NOV. 5, 1907.

H. J. WARTHEN. ELECTRIC SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED JAIL 18, 1907.

. 4 SHEETS*SHEET 3.

W/Y/Tf PATENTED NOV. 5, 1907. H. J. WARTHEN.

ELECTRIC SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED JAN. 1s. 1907.

4 SHEETS-SHEET 4.

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anoo'ntoz nsrrsn s ratus ATENT enrich.

HARRY J. WARTHEN, OF WASHINGTON, DISTRICT OF COLUMBIA, ASSIGNOR OF ONE -THIRD TO ANDREW .l. HURLEY AND ONE-THIRD TO WALTER A. REISS, BOTH OF WASHINGTON,

' DISTRICT OF COLUMBIA.

ELECTRIC SIGNALING SYSTEM FOR RAILWAYS.

Specification or Letters Patent.

Patented Nov. 5, 1907.

Application filed January 18. 1907- Serial lio- 352.897-

To all whom it- 'may concern:

Be it known that I, HARRY J. WARTHEN, a citizen of the United States of America, and aresident of Washington, in the District of Columbia,- have invented certain new and useful Improvements in Electric Signaling Systems for Railways, of which the following is a specification.

This invention relates to certain new and useful improvements in electric railway-signaling systems of that class in which provision is made for actuating a visible and an audible signal in the cab of an engine to indicate danger or safety.

The present invention has for its objects among others to provide an improved, simple yet reliable and efiicient electrical signaling device for railway trains whereby the engineer is automatically notified of danger as well as safety by means situated in the cab of the engine.

It further provides for automatic means for recording the exact time at which the signal was received in the cab and also the length of time the train is running after the receipt of such signal. The recording means is disposed within a suitable box or receptacle which is designed to be locked and access thereto had only by the train despatcher or other authorized person, and not accessible to the engineer or fireman .on the engine. .-1n this way all signals received in the cab are automatically indicated'and registered. This mechanism comprises broadly changeable paper dials operated by clockwork, and red and blue, 0r any other differently colored pencils or marking devices placed in independ' ent circuits. The red light is arranged on the red pencil circuit, and a white light orLthc blue pencil circuit. A switch is employedL which is controlled by asolenoid arranged on the primary circuit. Normally the switch is on the white light circuit contact and indicates safety. When, from any cause, the solenoid becomes sufficiently energized, it pulls the switch over, breaking the white light circuit and closing the red 40 light circuit, thus showing a red light in the cab and indicating danger. A bell or other audible signal is placed in tlie'red light circuit so that when the said circuit is completed the signal is sounded simultaneously with the showing of the red light in the cab.

A galvanometer is employed, as well as a telephone on the cab, both being in circuit and serving an im portant function as will be more fully hereinafter set forth;

' The system is divided into two circuits, primary and secondary. The primary circuit consists of a set of battcries in series with solenoid or relay, from th ence to the track, the other lead running from the batteries direct to the plow or trolley located under the engine at the mostpractical place,-the same making electrical contact with a third rail; located on the same circuit is a galvanometer and small magnet, the former, asensitive electrical needle, which, whenconnected to electrical circuits, indicates the presence of the smallest appreciable current, and is here applied for the benefit of the engineer as one means of ascertaining the fact as to whether there is current in the third rail, it also indicates to him whether or not the train which has given him the danger signal, is at a standstill; provided it was approaching him, the needle, (in consequence of increased electrical current which would follow by cutting down the rail resistance), would continue to move. The object of the latter, is to hold the contact on the 'white light circuit point of the secondary batteries, so

when there is no .currentin the primary circuit the magnet allows the contact to break, thus, showing no current in the thirdrail by the white light no longer burning, this showing danger. The primary circuit is also provided with a single pole switch, the line being broken and run through said switch, from the same two points of theswitch wires run to the telephone. When 7 5 the switch is closed, the current from the primary batteries does not pass through the telephone, but when the switch is open the telephone is thrown into the primary circuit. The telephone is also provided with a closedcirc uit push button, so that the engineer upon opening the switch can signal along the line, calling up whom he wishes, by pushing closed circuit button, which causes bells to tap and lights to flash alternately from red to white, in every equipment. I

The secondary circuit current has two leads, one from the safety point on the solenoid switch, through the magnet contact on the primary circuit, to the blue pencil magnet and on to the white light to the battery; another lead runs from the danger point on thesolenoid switch, to the red pencil magnet, to the red light and into the same pole of the battery; the other battery lead, runs to the switch on the solenoid. On this-circuit is located a bell, one lead of which runs to an independent point on the danger point of the solenoid switch and the other lead to the opposite battery pole.

An essential feature of this invention isfthe third rail which controls and regulates the manipulation of all the above mentioned devices, which is made possible .by the following construction. This rail is placed in and on a level with the rail. The strength of resistances is tobe determined by the distance between the blocks. It is evident'that when each engine is equipped with the above named appliances and such appliances are in electrical circuit with the third rail and the distance between engineson the same track is such that two or. more resistances are in the circuit, I

that the batteries in both engines are overcome to such an extent that the solenoids or relays cannot operate but the instant the enginesapproach to that point where only one: resistance separates them in the circuit both solenoids or relays are energized and manipulate automatically the secondary circuit. All signal towers should be equipped with the same appliances, which makes it possible for the tower oper-- ator to manipulate through his closed circuit push button the signals in the cab of the engine and converse with the engineer through the telephone.

Another important feature of the invention is the switch signal. The third rail of the siding Where it lies between the main tracks is connected by a movable joint to the wheel rail of the main track, the other end is connected to the switch plunger making its movement and position in perfect relation to the wheel switch. An inclined contact plate is attached to the thirdrail of the main road; when the switch is closed the third rail then connected on movable joint breaks contact, but when switch is open this piece of rail is forced upon the contact plate, short circuiting the block, by connecting the positive current of the third rail with the negative of wheel rail, so when an appreaching train enters a block, the engineer is notified by red light and-bell that the switch is open, or by white light, if closed.

hereinafter appear and the novel features thereof will be particularly pointed outin the appended claims.

The invention, in its perfcrred form, is clearly illustrated 'inthe accompanying drawings, which, with the numerals of reference marked thereon, form a part of this specification, and in which Figure 1 is a diagrammatic view showing the apparatus as arranged on two cabs, and showing also the third rail and its resistances. Fig. 2 is an enlarged diagram: matic view of the appliances carried by the cab. Fig. 3 shows in perspective the inclosure for the recording mechanism, and diagrammatically the galvanoineter and the telephone and its connections. Fig. 4 is an enlarged detail in elevation of one of the pencils and its supporting and actuating devices, with portions broken away and a part in section. Fig. 5 is a topplan of the nut locking member thereof. Fig.- 6 is an enlarged section on the line 6-6 of Fig. 4, with parts in elevation and broken away. Fig. 7 is an enlarged detail of A wire connection is run from the third rail of themain line to the third rail of the siding track, so when an engine is on the siding the apparatus is in the same form a continuation thereof.

the pencil-holding device, with the pencil shown in cross section. Fig. 8 is an enlarged horizontal longitudinal section through one of the third rail resistances,

showing also adjacent portions of the rail and their connections. Fig. 9 is a vertical cross section as on the line 9-9 of Fig. 8. Fig. 10 is an enlarged detail of the contact shoe and its support and buffer. Fig. 11 is an elevation showing a modified form of contact device.

Fig. 12 isa vertical section on the line 12-12 of Fig. 10. Fig. 13 is a plan view of the third rail switch. Fig 14 is an enlarged section on the line 14- 14 of Fig. 13.

Like numerals ofreference indicate like parts throughout the several views.

In carrying out the invention there are employed certain elements, such as a solenoid, a telephone, a dial rotated by clockwork, and markers acting in conjunction therewith to record the signals, and these have been shown of the conventional form, it being understood that the present invention is in no wise restricted to any particular construction of these elements, but that any well known or approved forms may be employed. a

Referring now to the drawings 1 designates the rails upon which travel the wheels 2 of the engine, of which 3 designates the axle. As the-present invention is applicable to the ordinary, or any form of engine, requiring no special construction thereof, and as the various par'tslocated on the cab may be disposed in any desired or convenient location thereon, it has not been deemed necessary to illustrate the cab, but it is thought to be sufficient to show the present improvement in a diagrammatic way.

4 is the third rail, which controls and regulates the manipulation of the various elements hereinafter described. It may be disposed where found most desirable or practicable, in the present instance located substantially midway between the rails l, l, and running parallel therewith the entire distance of the road which is equipped with this system. This third rail is broken up into what is known in railroad parlance as blocks. Whenever the rail is broken to form a.

block, an iron clad resistance is installed so as to be in series with and on a level with said third rail. The strength of the resistances will be determined by the length of the block, that is the distance between the resistances. In Figs. 8 and 9 one of these resistances'is shown in enlarged detail. It comprises essentially a box 5 having at one end a lug 6 which is received between clamping plates 7 with suitable insulation 8, the said plates embracing the adjacent end of the adjacent rail 4, the said plates and the lug 6 being secured together by the transverse bolt 9. The upper face of the box is formed with the centrally located portion 10 of the same'width as the upper surface of the rails 4, to Within this box is the resistance coil 11, one end of which is connected with the bolt 9, and the other end having connection, as at 12, with the rail 4 at the opposite end of-the box. The

ends of the coil pass through suitable openings in the walls of the box as indicated clearly in Fig. 8.

A contact piece, either a shoe, a wheel, or any other form suitable for the purpose, is carried by the engine and arranged to travel upon the third rail. In Figs. 1 and 2 this contact piece is designated by the numeral 13,- it being carried by the shaft or axle l-l. One elli- 'cient form of contact'piece is shown in Fig. 10 in which;

it is shown in the form of a shoe 13, which is securely bolted or otherwise afiixed to the arm 15- pivotally mounted on the shaft or axle 14 which is supported in the cars 16 of a suitable casing having an attaching plate 17 by which it is secured to the under side of the engine frame, and from which it is insulated .by suitable insulation 18. This arm 15is limitedin its downward movement by a stop shoulder or the like/19 at the bottom wall of the casing, as seen clearly in Fig. 10. in order to cushion the said shoe and to prevent injury thereto, the arm 15 is provided with the curved and upwardly extended member 20, which is movable through an opening 21 in the bottom of the box or casing 22 beneath the attaching plate 17 and which may or may not be integral with the casing in which the axle 14 is supported.

23 is ahead or piston or'plungercarried by the member 20 within the box 22, and'between said head and the attaching plate 17 is disposed a spring 24 as seen in Fig. 10, for an obvious purpose,

In lieu of a shoe as just described, a wheel 25, as seen in Fig. 11, or any o ther suitable contact member may be employed, It" will be understood that in the form shown in Fig.11 the arm 15 is mounted and is provided with the cushioning device, the same as in the formillustrated in Fig. 10, the mode of operation being the same in both instances, the wheel being designed to thence by wire 31'to a galvanorneter 32 and thence by wire 33 to a single 'pole switch 34 connected bywir'e 35 with the axle 3 of the wheel 2. The other lead runs from the batteries 26 by Wire 36 to the contact 13 (or 25), the same making electrical contact with the third' rail.

37 is a telephone apparatus connected .by wires 38 and 39 to the two points of the switch 34, the telephone being provided with a closedcircuit push button 40 for a purpose which will hereinafter appear. The gal vanometer, when connected in the electrical. circuit indicates the presence of the smallest appreciable amount of current, and is p ovided for the benefit of' the engineer, being one means of ascertaining'whether or not there is current in the third rail. It serves aso to indicate to the engineer whether or not a train which has given to him the danger signal is at a standstill. If such train were approaching him, the needle, which is very sensitive, would (in consequence ofincreased electrical current which would follow by cutting downthat there is no current in thdthird rail, by the white light no longer burning, thus indicating danger.

When the switch 34 is closed the current from the primary batteries does not pass through the telephone, but

when the switch is opened the telephone is thrown into the primary circuit. Bythen pushing the closed circuit button 40 which causes the bells to tap and the' with the red light 61 and to battery 41 by nire62. "63 is lights to flash alternately from red to white, in every equipment, the engineer can signal along the line, calling up whom he wishes.

It may sometimes be found desirable to place the telephone on an independent circuit, that is on a circuit not including the galvanometef, the solenoid and the j magnet 27; but the arrangement shown is believed to be well adapted to the purpose.

41 are the batteries of the secondary circuits. 42 is a bell of ordinary type connected therewith by wire 43,

- while a wire 44' connects said bell to a contact 'plate 45 adjacent the solenoid switch46. '2 This switch is pivot Ially mounted at 47 and is connected, as at 48', with the core 49 of .the solenoid, as seen best in Fig.

50is a contact point or plate on which the switch 46 normally rests and'in circuit with the white light and v the blue pencilsoon-to-be described.

51 is another contactplatein circuit with the red light and the red pencil, as seen clearly in Fig. 2.

52 is a wire connecting the safety, contact point 50 with one of the points of the armature 53 of the magnet 27, while 54 is a wire connecting the other point of this armature with the White light mchanism55, which latter is further connected bylwire 56 with the white light 57 and by Wire 58 With the battery 41. i I

58 is a wire connecting the battery 41 with the solenoid switch-48. r

'59 is the red pencil mechanism 'connected bywirefi a wire leading from the other pole of the red pencil mechanism to the danger signal contact 51.

Anylsuitable form of mechanism maybe employed for holding and supporting the markers, which though. herein referred to as pencils, may be any suitable device or implement capable of making a mark upon the rotary dial in connection with which they are employed. In Figs. 4 and 7 will be seen one efficient form of device for this purpose. It comprises an arm ,64,- one end of which is bifurcated, as seen at 65., forming resilient members 66 between which the marker 67 is held, the adjacent fa'ces of the members 66 being com aved it desired to better receive the marker, and inorderto prevent displacement of the marker by vibrations,- the outer faces of the members 66 are serrated, as seen at 68, Y

in Fig. 7, and a suitable clamping member or ring 69 is employed to embrace the members 66 and engage the serrations, the result of which will be obvious.

There are two markers, and conseqr. ently two marke r-' holders, but as'the construction and operation are the same it is not necessary to par ticularlydescribe both, it

being sufficient to here state that said markers are de signedto. make different colored marks upon a rotary I dial, the markers preferably being such as to make, one i a red line and the other a blue. The arm 64 is pivotally mounted in a u ell known way,--such for instance as indicated in Fig.6 wherein it is shown-as made most sensitive in its movements by being pivotally held upon the points of the 'adju sting screws 70 adjustably mounted in the opposite'uprights 71 rising from the base 72, said uprights being joined at their upper ends by the cross piece 73. Seated in a recess in the upper face of this cross piece 73 is a bar 74 through which passes a screw 75 into the depending enlargement 76 of said cross piece, said screw having a polygonal head 77. The bar 64 carries the armature 78 for the magnets 79. l

' 80 is a flexible plate secured at one end, as at 81, to the end of the bar 64 beyond its pivot, while its other I end is secured, as at 82, to a flange 83 on a depending I portion 84 of the bar 74, as seen clearly in Fig. 4.

85 are adjusting screws which extend through thebar 74 near opposite ends thereof, one engaging the plate 80, and the other the bar 64 at a point approximately in ver-' this means the nuts 86 and consequently the screws 85 are effectually held against accidentalmovernent by reason of the vibrations to which they are subjected.

,The screws 85 are provided with milled heads 91 by means of which they can be adjusted to regulate and limit the amount of movement of the bar 64.

92 is a dial, preferably of paper, designed to be rotated by clockwork, in a well known way, and as no claim is lzerein made to the means for operating the dial no such mechanism has been illustrated. The dial is provided with graduations, so as to indicate not only the hours but the minutes, and there are two concentric rows, 93 and 94, of such graduations, one to receive the markings of the red pencil, and the other those of the blue-pencil, it being understood that said pencils are permanently fixed relatively to such annuli of graduations, as seen clearly in Figs. 1 and 2.

In practice, each engine is equipped, at any suitable point vithin the cab, with the mechanism hereinbefore described, Fig. 1 illustrating, diagrammatically, two such mechanisms. towers along the line shall be equipped with similar mechanism so that the operator in the tower can manipulate, through his closed circuit push button, the.

signals in the cab of the engine, or'engines, andronverse with the engineer, or engineers, through the telephone. It is designed that the dial and the marking devices, as well as the-solenoid and its switch and the small magnet '27 be arranged within a suitable metallic inclosure or box 95, shown as provided'vrith lugs 96 by which it may be secured in any desired position within the cab. The door 97 of this box is to be locked so that access thereto cannot be had by the engineer so that tampering with the record made on the dial is prevented. The bell 42, the galvanometer 32, and the telephone 37 and switch 34 may be arranged; as may be found most expedient with relation to the'box 95 and its contained parts so also may the white and red lights57 and.6l.

It will be understood that a plurality of dials may be arranged upon the dial-support so that when one has been used it maybe removed and thus the next beneath it brought into operative position. The adjustment provided by the screws 85 compensates for the difference inheight of the dial.

In connection with'the hereinbefore described system, there is employed'a switch signal as illustrated in Figs. 13 and 14, referring to which, 1, 1, are the rails of the main track and4 the third rail. 98 are the rails of the siding and 99 the third rail thereof. 100 is the third rail of the siding disposed between the 'wheel rail 1 and the third rail 4 of the main track, being piv- It is also designed that all signal otally mounted at one end as 101, to the said wheel rail. The other end of said member 100 is connected to the switch plunger or rod 102, making its movement and position in perfect relation to the wheel switch.

An inclined contact plate 103 is disposed alongside of the third rail 4 of the main track and attached thereto. When the switch is closed the third rail member 100 is moved upon its pivot and thus breaks the contact;

but when the switch isopen this piece of rail 100is forced upon the incline of the contact plate, thus short circuiting the block, by connecting the'positive current of the third rail with thenegative of the wheel rail, so when an approaching train enters the block the engineer is automatically notified by the red light and bell in the cab that the switch is open. When the switch is closed the white light onl-yis shown in the cab. A wire l04- connects the third rail of the main track with the third rail of the siding, as seen in Fig. 13, so that when a train is on the siding the apparatus is in the same electrical relation with the main track as if it were on the main road, thus giving the. engineer warning that the track is clear before proceeding to will be apparent from the foregoing description when taken in-connection with the annexed drawings, is, briefly stated, as follows:-As seen in Figs. 1 and 2 the parts are in the position indicating safety. The switch 46 of the solenoid is on thecontact point 50. The current is then from the safety point 50, by wire 52, contacts of the'magnet 27, through wire 54, to the blue pencil mechanism, through the magnet thereof, thence by wire 56 to the white light 57, which remains lighted so long as the switch 46 is onthe contact 50 and so long as there is current in the primary circuit. The red light, in the mean time, is out and the bell is silent. When two engines approach each other sufiiciently near to cut out allbut one resistance 11, the current is increased to such an extent that the solenoid 29 is pencil mechanism is tl'irown into contact through point 51, wire 63, magnet 79 andthe arm 64, which latter,

; as it is attracted by the said magnet, bringsthe pencil 67 into contact with the rotating dial r ously the' red light is thrown into circu Simultanev n'ougli 'wire 60 from the rod pencil mechanism. The red light continues to burn and the red pencil to mark upon the dial so long as the switch is on the contact point 51. Simultaneously with the throwing of the red light' and red pencil into operative relation, the'bell 42 commences to ring, through contact point 45, upon which the switch 46 is moved as it is moved upon the contact point 51, and the wire 44. Indication of danger is thus given to both engineers simultaneously and automatically, whereupon both come to a stop. The engineer then opens his switch 34 and pushes his closed circuit push button 40, and telephones to the engineer on the other engine. This continued pushing of the button 40 causes the red and white lights to flash alternately and the bell to jingle. The cause of the trouble can thus be determined. As soon as either engine moves out of the block, the resistance then overcomes the current existing between the two engines, thereby allowing the balance spring of the switch 46 to pull the switch over from the contact point 51 to the contact point 50, thus putting out the red light and lighting the white one, simultaneously the bell stops ringing and the magnet of the red pencil being no longer energized, the spring arm 80 withdraws the arm 64 upward so that the pencil is lifted from the dial 92. When the switch 46 is moved back into contact with the contact point 50, the magnet of the blue pencil is energized and the arm carrying said pencil is drawn down so that the pencil isbrought into contact with the dial 92 and commences to trace thereon. As soon as the red light is thrown-out of circuit and the white light thrown into circuit it indicates to the engineer in the cab that the danger is passed and the line is ,safe throughout the block in which his engine is located.

The system is operated by a closed circuit; the current is continually on, the strength being determined by thedistance between the trains. The current goes from the negative side of the primary batteries 26, by wire 36 to the contact 13, thence by the third rail 4, thence through the resistances 11 to the contact 13 of the approaching engine; thence by wire 36 to positive side of batteries 26, from negative pole of said batteries to magnet 27 thence through the solenoid 29, galvanometer 32, switch 34 to wheel 2, thence along the wheel rail to thewheel 2 of the other engine, along wire 35 to switch 34 to wire 33 into galvanometer 32, th once to wire 31 into solenoid 29 along wire 30 to re lease magnet 27, wire 28 to positive side of battery, showing batteries of both engines connected in series. It is evident that in lieu of the primary batteries I may sometimes employ a magneto generator.

From the above it will be seen I have devised an cfiicient and simple electric signaling system for rail- 'ways, and while the structural embodiment of the invention as hereinbefore disclosed is whatI at the'prescnt time consider preferable it is evident that the same is subject to changes, variations, and modifications in detail withoutdeparting from the spirit of the inven tion or sacrificing any of its advantages. I therefore do not intend to restrict myself to;the details of con: struction, proportion of parts, 'or relative arrangement hereinbefore described, but reserve the right to make such changes, variations, and modifications as come within the scope of the protection prayed.

What is claimed as new is:-

1. An electric railway system embodying a third rail, resistances therein, a contact member carried by a moving part for contact with said third rail, differently colored lights on the engine, and a recordingdevice having differently colored markers in circuit one with eachof said lights.

:2. An electric railway system embodying a third rail, resistances therein, a contact member carried by a moving part for contact with'suid third rail, difierentlyv colored lights on the engine, a recording device having differ-' ontly colored markers in circuit one with each of said lights, and an audible signal in circuit with the red light;

2;. An electric railway system embodying a third rail, resistances therein, a contact member carried by a moving part for contact with said' third rail, differently colored lights. on the engine, a recording device having difterently colored markers in circuit one with each of said lights, an audible signal in circuit with the red light, and a galvanometer.

4. An electric railway signaling ystem embodying a third rail, resistances therein, means for automatically alternately displaying difiering visual signals, and means for simultaneously making a record thereof.

5. An electric railway signaling system embodying'a third rail, resistances therein, means: for automatically alternately displaying differing v'isual signals, means for simultaneously making a record thereof, and'an audible signal actuated simultaneously with the visual signal.

5. In an electric railway signaling system, a currentsupplying rail, a plurality of independently operable visual signals of diiferent color, recording devices of'ditteren't colors in circuit with said signals and an audible signal simultaneously operable with one of said visual signals.

7. In an electric railway signaling system, a currentsupplying rail, independently. operable visual signals of difierent color, and recording devices one operable. with said visual signals, and means for throwing one of'said' recording devices out of operative position as the other is thrown into operation.

9. In-an electric railway signaling system, a current supplying rnil,. independently operable visual signals .of different color, recording devices one operable with'each of said visual signals, and an audible signal operable with one of said visual signals.

10. In an electric railway signaling system,'a' currentsupplying rail, independently operable visual signals of diflierent color, recording devices one operable with each of said visual signals, means for throwing one of said recording devices out of operative position as the other 'is thrown into operation, and an audible signal operable with one of said visual signals.

11. In an electric signaling system for railways, a third rail having resistances therein, visual. signals operable independently of each other, a'rotary dial, and relatively fixed marking devices operable one in connection with each of said signals. i Y

12. In an electric signaling system for railways, a'third. rail having resistances therein, visual signals operable independently of each other, a rotary dial, relatively fixed marking devices operable one in connection with each of said signals, and means for throwing one of said marking devices out of operative position as the other is thrown into operation. v

- 13. In an electric signaling system for railways, a third rail having resistances thereinfa rotary dial, diflerently colored markers for coiiperation therewith, a solenoid and a switch operable in connection therewith, and an incloslng casing therefor. v

14. In an electric signaling system for railways, a third rail having resistancestherein, a rotary dial, differently colored markers for coiiperation therewith, a solenoid and a switch operable in connection therewith, an inclosing casing therefor, and differently colored lights operativelyconnected with said markers.

15. In an electric signaling system for railwaysfa third rail having resistances therein, a rotary dial, differently colored markers for coiiperationtherewith, a solenoid and .a switch operable in connection therewith, an inclosing casing therefor, and an audible signal controlled by said switch.

hy said switch.

17. In an electric signaling system for railways, a third rail having resistances therein, a rotary dial, difierently colored markers for cooperation therewith, a solenoid and nected with said markers, and an audible signal controlled.

a switch operable-in connection therewith, an inclosing .casing therefor, differently colored lights operatlvely con- 18. In an electric signaling system for railways, a third raii having resistances therein, a rotary dial, dlflierently colored markers for cooperation therewith, a solenoid and a switch operable in connection therewith, an inclosing casing therefor, an audible signal controlled by said switch, and a galvanometer in the circuit.

19. In an electric signaling system for railways, a third rail having resistances therein, a rotary dial, diflerently colored markers for cooperation therewith, a solenoid and a switch operable in connection therewith, an inclosin'g 1 casing therefor, differently colored lights operatively connected with said markers, an audible signal controlled by said switch, and a galvanometer in the circuit.

- Signedby me at Washington this 18thday of January v HARRY .T. WARTHEN.

Witnesses:

ROBERT A. BOSWELL, W. ASHFORD Rmss, E. M. Bonn. 

